CN111852662A - Fault-tolerant two-degree-of-freedom H-infinity controller for maximum thrust state of aircraft engine - Google Patents

Fault-tolerant two-degree-of-freedom H-infinity controller for maximum thrust state of aircraft engine Download PDF

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CN111852662A
CN111852662A CN202010541905.5A CN202010541905A CN111852662A CN 111852662 A CN111852662 A CN 111852662A CN 202010541905 A CN202010541905 A CN 202010541905A CN 111852662 A CN111852662 A CN 111852662A
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engine
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maximum thrust
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缑林峰
蒋宗霆
刘志丹
孙楚佳
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Northwestern Polytechnical University
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
    • F02C6/20—Adaptations of gas-turbine plants for driving vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
    • F02C7/057—Control or regulation

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Abstract

The invention provides a fault-tolerant two-degree-of-freedom H-infinity controller for a maximum thrust state of an aircraft engine. The fault-tolerant control module of the maximum thrust state two-degree-of-freedom H-infinity controller group generates a control input vector u and outputs the control input vector u to the engine body, and the gas circuit component fault diagnosis module diagnoses the fault of a gas circuit component of the engine; the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H-infinity controller group utilizes a plurality of internally designed two-degree-of-freedom H-infinity controllers to calculate and obtain an adaptive two-degree-of-freedom H-infinity controller and generate a control input vector u. The invention can not only simultaneously ensure the robust stability and robust performance of the system, but also well control the real engine in the maximum thrust state under the condition of the failure of the air passage component of the engine, thereby improving the performance of the engine in the maximum thrust state to the maximum extent, ensuring that the engine not only stably works in the maximum thrust state when the air passage component of the engine fails, but also has the optimal performance and improving the maneuvering performance of the fighter.

Description

Fault-tolerant two-degree-of-freedom H-infinity controller for maximum thrust state of aircraft engine
Technical Field
The invention relates to the technical field of control of aero-engines, in particular to a fault-tolerant two-degree-of-freedom H-infinity controller for a maximum thrust state of an aero-engine.
Background
An aircraft engine is a complex nonlinear dynamical system whose control system is susceptible to operating conditions, engine degradation, changes in environmental conditions, and it is difficult to know in advance the effects of external disturbances and measurement noise. Because the working process of the aircraft engine is very complicated and an accurate mathematical model is difficult to establish, the mathematical model always has a difference from an actual system. Therefore, there is a need for a robust controller for stabilizing an aircraft engine control system with good performance in the presence of external disturbance signals, noise disturbances, unmodeled dynamics and parameter variations. Aiming at the problem that the traditional single-degree-of-freedom controller cannot simultaneously give consideration to the robust stability and the robust performance of an aero-engine control system, the two-degree-of-freedom H-infinity controller design method adds a pre-filter and a feedback controller on the basis of the traditional H-infinity controller, enables the disturbance suppression capacity to be optimal by adjusting the feedback controller, and enables the instruction tracking capacity of the system to be optimal by adjusting the pre-filter on the basis.
The fighter plane needs to realize high maneuverability, and the performance and the safety of the maximum thrust state of an engine are very important. The traditional two-degree-of-freedom H-infinity controller can realize stable control on the engine in the maximum thrust state. However, the requirements of modern warplanes on the performance of aircraft engines are continuously increased, the structures of the aircraft engines are more and more complex, and the engine faults account for 1/3 of the total faults of the aircraft due to the severe and variable operating environments of the engines. Wherein, the gas circuit part failure accounts for more than 90% of the total failure of the engine, and the maintenance cost accounts for 60% of the total maintenance cost of the engine. In order to ensure the safe operation of the engine and to make the failed engine provide sufficient performance to ensure the safe flight of the aircraft or have high maneuverability, the performance of the failed engine must be recovered, and the fault-tolerant control of the engine is performed to ensure the normal and stable operation of the control system and good performance. Therefore, the research on the fault tolerance control method of the gas circuit component of the engine is of great significance.
According to the traditional fault-tolerant control method for the gas circuit component, when the gas circuit component of the aeroengine fails, the control rule is corrected, so that the thrust of the engine is always matched with the throttle lever, and the thrust of the engine is effectively guaranteed. However, these design methods do not address the issue of current controller and engine model mismatches that result in degraded or even unstable control system performance. When the engine has a gas path component fault, the linear model of the engine at the same working point is also changed greatly. Therefore, a controller designed according to an engine model in a normal state generally cannot guarantee the performance of the engine when a gas path component fails, or even cannot guarantee the closed loop stability of a control system.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides the fault-tolerant two-degree-of-freedom H-infinity controller in the maximum thrust state of the aero-engine, simultaneously gives consideration to the robust stability and the robust performance of an aero-engine control system, can still well control a real engine under the condition that an engine air path component of the aero-engine is in a maximum thrust state, ensures the safe work of the engine, fully exerts the performance of the maximum thrust state of the engine, improves the safety and the performance of an airplane and improves the maneuverability of a fighter.
The technical scheme of the invention is as follows:
the fault-tolerant two-degree-of-freedom H-infinity controller for the maximum thrust state of the aircraft engine is characterized in that: the fault diagnosis system comprises a fault-tolerant control module of a two-degree-of-freedom H infinity controller group in a maximum thrust state and a fault diagnosis module of a gas circuit component;
the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H infinity controller group, the gas circuit component fault diagnosis module, the aircraft engine body and a plurality of sensors on the aircraft engine form a gas circuit component fault scheduling control loop;
the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H infinity controller group generates a control input vector u and outputs the control input vector u to the aircraft engine body, and the sensor obtains an aircraft engine measurement parameter y; the control input vector u and the measurement parameter y are jointly input into the gas circuit component fault diagnosis module, the gas circuit component fault diagnosis module diagnoses the fault condition of the gas circuit component of the engine to obtain a health parameter H of the aircraft engine, and outputs the health parameter H to the fault-tolerant control module of the two-degree-of-freedom H-infinity controller group in the maximum thrust state;
a plurality of two-degree-of-freedom H-infinity controllers are designed in the two-degree-of-freedom H-infinity controller group fault-tolerant control module, each two-degree-of-freedom H-infinity controller comprises a pre-filter and a feedback controller, and a plurality of uncertain engine models are respectively designed and obtained by utilizing an H-infinity loop forming method;
The uncertain engine model is obtained by linearizing a nonlinear model of the aero-engine under the maximum thrust state of the aero-engine and under the faults of different gas path components and adding a camera block;
and the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H-infinity controller group calculates and obtains an adaptive two-degree-of-freedom H-infinity controller by utilizing a plurality of internally designed two-degree-of-freedom H-infinity controllers according to the input health parameter H, and the two-degree-of-freedom H-infinity controllers generate a control input vector u according to a difference e between the reference input r and the measurement parameter y.
Further, the process of designing a plurality of two-degree-of-freedom H-infinity controllers in the maximum thrust state two-degree-of-freedom H-infinity controller group fault-tolerant control module is as follows: the method comprises the steps of linearizing an engine nonlinear model containing health parameters in the maximum thrust state of the aircraft engine to obtain a linearized model containing the health parameters, adjusting the values of the health parameters to obtain 11 linearized models respectively at the positions of no gas path component fault and specific gas path component fault of the engine, adding a camera block to obtain 11 linear uncertainty engine models, and designing corresponding two-degree-of-freedom H-infinity controllers for the 11 linear uncertainty engine models respectively to form a maximum thrust state two-degree-of-freedom H-infinity controller group.
Further, the gas path component fault diagnosis module comprises a nonlinear airborne engine model and a linearization Kalman filter;
the nonlinear airborne engine model is an engine nonlinear model with health parameters:
Figure BDA0002539194080000031
y＝g(x,u,h)
wherein
Figure BDA0002539194080000032
In order to control the input vector,
Figure BDA0002539194080000033
in the form of a state vector, the state vector,
Figure BDA0002539194080000034
in order to output the vector, the vector is,
Figure BDA0002539194080000035
for the health parameter vector, f (-) is an n-dimensional differentiable nonlinear vector function representing the system dynamics, and g (-) is an m-dimensional differentiable nonlinear vector function producing the system output; the nonlinear onboard engine model is input into a control input vector u and a health parameter h of the previous period, and the output health steady-state reference value (x) of the nonlinear onboard engine modelaug,NOBEM,yNOBEM) The method comprises the steps of taking the current period of the linear Kalman filter as an estimated initial value;
the input of the linearized Kalman filter is a measurement parameter y and a healthy steady-state reference value (x) output by a nonlinear airborne engine modelaug,NOBEM,yNOBEM) According to the formula
Figure BDA0002539194080000036
Calculating to obtain a health parameter h of the engine in the current period; wherein
Figure BDA0002539194080000037
K is the gain of Kalman filtering
Figure BDA0002539194080000038
P is the Ricini equation
Figure BDA0002539194080000039
The solution of (1); coefficient AaugAnd CaugAccording to the formula
Figure BDA00025391940800000310
Caug＝(C M)
Determining, and A, C, L, M is an augmented linear state variable model reflecting engine performance degradation obtained by regarding the health parameter h as the control input of the engine and linearizing the nonlinear on-board engine model at a healthy steady-state reference point
Figure BDA0002539194080000041
Coefficient (c):
Figure BDA0002539194080000042
Figure BDA0002539194080000043
w is the system noise, v is the measurement noise, and the corresponding covariance matrices are the diagonal matrices Q and R.
Furthermore, the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H-infinity controller group obtains an adaptive two-degree-of-freedom H-infinity controller according to the interpolation of the input health parameter H.
Furthermore, the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H-infinity controller group corresponds to a controller K with no component fault of the engine according to the maximum thrust state of the aircraft engine0Failure of various typical components
Figure BDA0002539194080000044
Controller (2)
Figure BDA0002539194080000045
Δhbase_jThe value of the jth element representing the vector Δ h is Δ hbaseThe value of the other element is 0, i.e. Δ hbase_jIndicating 10 different component failures, e.g. Δ hbase_1Indicates that the fan has failed and the amount of change in fan efficiency is Δ hbase. According to the formula
Figure BDA0002539194080000046
Calculating to obtain a two-degree-of-freedom H-infinity controller K (in the formula, delta H) under the current component fault degree (health parameter H) of the engine at the maximum thrust state of the aircraft enginejIs the jth element of the vector Δ h; only if the | | delta h | | | is less than or equal to | | | delta hmaxFault condition of engine gas path component, when | | | delta h | | non-woven hair>||ΔhmaxThe engine has failed).
Further, the measurement parameters include the temperature and pressure at the outlet of the air inlet, the outlet of the fan, the outlet of the air compressor, the rear of the high-pressure turbine and the rear of the low-pressure turbine, the rotating speed of the fan and the rotating speed of the air compressor.
Advantageous effects
Compared with the prior art, the fault-tolerant two-degree-of-freedom H-infinity controller in the maximum thrust state of the aircraft engine utilizes the inherent modules in the traditional gain scheduling controller, improves the fault-tolerant control module of the two-degree-of-freedom H-infinity controller group in the maximum thrust state by additionally arranging a gas circuit component fault diagnosis module, and additionally arranging a plurality of groups of two-degree-of-freedom H-infinity controllers under different gas circuit component faults of the engine. The gas circuit component fault diagnosis module realizes accurate judgment of gas circuit component faults through reliable estimation of health parameters, realizes robust fault-tolerant control of the engine in the maximum thrust state when the gas circuit component faults, can simultaneously ensure the robust stability and robust performance of the system, improves the performance of the engine in the maximum thrust state to the maximum extent, ensures that the engine not only stably works in the maximum thrust state when the gas circuit component faults, but also has optimal performance, and improves the maneuvering performance of the fighter.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic structural diagram of an aero-engine maximum thrust state fault-tolerant two-degree-of-freedom H-infinity controller according to the present invention;
fig. 2 is a schematic structural diagram of a fault diagnosis module of the gas circuit component in the gas circuit component fault scheduling control circuit according to the embodiment;
fig. 3 is a schematic structural diagram of a kalman filter in the fault diagnosis module of the gas path component according to the embodiment;
FIG. 4 is a diagram of a closed loop system architecture for a two degree-of-freedom controller;
FIG. 5 is a standard block diagram of a closed loop system of a two degree of freedom controller;
FIG. 6 is a closed loop block diagram with interference and noise;
fig. 7 is a diagram of the desired singular values of the specified L.
Detailed Description
The performance of the maximum thrust state of the engine is of great importance due to the need to achieve high maneuverability of the fighter. Although the traditional two-degree-of-freedom H-infinity controller can realize stable control on the engine in the maximum thrust state, the properties of gas circuit components can be degraded due to factors such as natural abrasion, corrosion, fouling, thermal creep and the like in the running process of the aero-engine, and faults can be caused when the properties are degraded to a certain degree; in addition, the gas path member may also be damaged by foreign matter inhalation, mechanical fatigue fracture, or the like. The former failure occurs slowly, while the latter failure occurs rapidly. When the air path component of the engine fails and does not fail, part of the performance of the engine at the moment can seriously deviate from the rated state. Taking a turbine part as an example, when the turbine part fails, the working efficiency of the turbine part will be reduced, that is, the capability of converting the fuel gas with high temperature and high pressure into mechanical energy will be reduced, and corresponding power can be provided for a fan or a compressor part to enable the turbine part to work in a new balance state. At this time, the engine also deviates greatly from the original state. The failure of the gas circuit component can cause that a nonlinear model established during the design of the engine is seriously mismatched with a real engine during the failure of the gas circuit component, so that a gain scheduling controller designed according to the nonlinear model can not well control the engine with the failed gas circuit component, the performance of the engine is seriously reduced, the stability of a control system can not be even ensured, and the safe operation of the engine can not be ensured. The analytical study procedure of the present invention is given below in view of this problem.
1. Engine gas path component fault diagnosis
The failure of the gas path component can cause the corresponding characteristic parameter of the component to change. The engine gas circuit component faults are finally characterized on the changes of the working efficiency and the flow rate of different rotor components, namely the engine fault position and the fault degree can be revealed from the changes of the efficiency coefficients or the flow rate coefficients of the wind fan, the compressor, the main combustion, the high-pressure turbine and the low-pressure turbine components, and the efficiency coefficients or the flow rate coefficients of the fan, the compressor, the main combustion chamber, the high-pressure turbine and the low-pressure turbine components are called as health parameters.
Establishing engine nonlinear model with health parameters based on component method
Figure BDA0002539194080000061
y＝g(x,u,h)
It is composed of
Figure BDA0002539194080000062
In order to control the input vector,
Figure BDA0002539194080000063
in the form of a state vector, the state vector,
Figure BDA0002539194080000064
in order to output the vector, the vector is,
Figure BDA0002539194080000065
for the health parameter vector, f (-) is an n-dimensional differentiable nonlinear vector function representing the system dynamics, and g (-) is an m-dimensional differentiable nonlinear vector function producing the system output.
And (3) regarding the health parameter h as the control input of the engine, and linearizing the nonlinear model of the engine at a healthy steady-state reference point by adopting a small perturbation method or a fitting method.
Figure BDA0002539194080000066
Wherein
A′＝A,B′＝(B L),C′＝C,
D′＝(D M),Δu′＝(ΔuΔh)T
w is system noise, v is measurement noise, h is a health parameter, Δ h ═ h-h0(ii) a W and v are uncorrelated white gaussian noise, the mean value is 0, and the covariance matrix is diagonal matrices Q and R, which satisfies the following conditions:
E(w)＝0 E[wwT]＝Q
E(v)＝0 E[vvT]＝R
Δ represents the amount of change of the parameter, h0Representing an engine initial state health parameter.
Further obtains an augmented linear state variable model reflecting the performance degradation of the engine
Figure BDA0002539194080000071
Wherein the coefficient matrix is obtained by:
Figure BDA0002539194080000072
Figure BDA0002539194080000073
these coefficients have different values at different operating states of the engine.
In fact, the health parameters are difficult or even impossible to measure, and the pressure, temperature, speed, etc. of each part of the engine are easy to obtain by measurement, and are generally called "measurement parameters", mainly including the temperature and pressure at the outlet of the air inlet, the outlet of the fan, the outlet of the compressor, the temperature and pressure after the high-pressure turbine and the low-pressure turbine, the speed of the fan and the speed of the compressor. When the working environment of the engine does not change, the change of the health parameter can cause the corresponding change of the measured parameter, and an aerodynamic thermodynamic relation exists between the health parameter and the measured parameter. Thus, an optimal estimation filter can be designed to achieve optimal estimation of the health parameter by measuring the parameter.
For a graded component failure, the corresponding failed component health parameter changes slowly, so over the time period in which a single failure diagnosis is performed, it can be considered that the requirements are met
Figure BDA0002539194080000074
For the mutant component failure, the severity of the component failure is more concerned when the engine works stably again after the failure occurs, and the health parameter change of the failed component is still satisfied after the engine works stably again
Figure BDA0002539194080000075
Further converting the health parameters into state variables to obtain
Figure BDA0002539194080000081
Wherein
Figure BDA0002539194080000082
Caug＝(C M),Daug＝D,
Figure BDA0002539194080000083
The established gas path component fault diagnosis module mainly comprises two parts, wherein one part is a nonlinear airborne engine model based on health parameters, and the other part is a piecewise linear Kalman filter. The basic working principle is that the output of the nonlinear airborne engine model is used as a steady-state reference value of the piecewise linear Kalman filter, health parameters are expanded, online real-time estimation is carried out through the piecewise linear Kalman filter, and finally the online real-time update is fed back to the nonlinear airborne engine model, so that the real-time tracking of an actual engine is realized.
The kalman estimation equation is:
Figure BDA0002539194080000084
k is the gain of Kalman filtering
Figure BDA0002539194080000087
P is the Ricini equation
Figure BDA0002539194080000088
The solution of (1); healthy steady-state reference value (x) output by using nonlinear airborne modelaug,NOBEM,yNOBEM) As formula
Figure BDA0002539194080000085
The initial value of (a) can be obtained by the following calculation formula:
Figure BDA0002539194080000086
the health parameter h of the engine can be obtained according to the calculation formula, and the fault diagnosis of the gas circuit component of the engine is realized.
2. Two-degree-of-freedom H-infinity controller design with uncertain model of health parameters
Uncertainty inevitably exists in any practical system, and can be divided into two categories, disturbance signal and model uncertainty. The disturbing signal includes interference, noise, and the like. The uncertainty of the model represents the difference between the mathematical model and the actual object.
Model uncertainty may have several reasons, some parameters in the linear model are always in error; parameters in the linear model may change due to non-linearity or changes in operating conditions; artificial simplification during modeling; degradation of engine performance due to wear and the like.
The uncertainty may adversely affect the stability and performance of the control system.
The error between the actual engine and the nominal model (which is a conventional non-linear model of the engine without healthy parameters) can be expressed as a shot block Δ. Adding a camera block into a nominal model to establish an uncertain model of an engine
Figure BDA0002539194080000091
Figure BDA0002539194080000092
It can also be represented as
G(s)＝[I+Δ(s)]Gnom(s)
And finally, designing the two-degree-of-freedom H-infinity controller by utilizing a traditional two-degree-of-freedom H-infinity controller design method according to the uncertain model.
3. Two-degree-of-freedom H-infinity controller design
A block diagram of a closed loop system with a two degree of freedom controller is shown in fig. 4. The system has a reference input (r), an output disturbance (d) and two output errors (z)1) And (z)2). System M0 is an ideal model that the closed loop system should match. In this configuration, the two signals e and u will be minimized, in addition to the internal stability requirements. Signal e shows the difference between the system output and the reference model output. u is a control signal and also relates to robust stability in panning. In fig. 4, two weighting functions are included to reflect the characteristics between the two penalty signals.
The two-degree-of-freedom control is a control in which a parameter for optimizing the target tracking characteristic and a parameter for optimizing the disturbance rejection characteristic are independently set, and a feedback controller (K) is usedy) To achieve internal stability, robust stability, interference suppression, etc., and designing another controller (K) on the feed-forward pathr) To meet the tracking requirements and minimize the difference between the output of the entire system and the output of the reference model M, so that both characteristics are optimized simultaneously.
The structure of FIG. 4 can be determined byThe meaning w is r,
Figure BDA0002539194080000101
Figure BDA0002539194080000102
to rearrange into the standard configuration of figure 5. The controller K is composed of a feedback controller K for interference attenuationyAnd a pre-filter KrComposition to achieve desired closed loop performance and is expressed as
K＝[KrKy]
Of multivariate transfer functions
Figure BDA0002539194080000103
The idea of loop shaping design is to extend the open-loop object by setting pre-or post-compensators so that the singular values of the open-loop frequency response have the desired shape. The system G and the controller K are interconnected by a reference command r, an input disturbance d, as in the configuration shown in FIG. 6iOutput interference doAnd measuring noise n driven, y the output to be controlled, u the control signal.
For input sensitivity function Si＝(I+KG)-1Output sensitivity function S o＝(I+GK)-1And output complementary sensitivity function To＝GK(I+GK)-1The following relationships are present:
Figure BDA0002539194080000104
these relationships determine several closed loop objectives:
1. for attenuation of input interference, such that
Figure BDA0002539194080000105
Are small.
2. For output interference attenuation, make
Figure BDA0002539194080000106
Are small.
3. For noise suppression, of
Figure BDA0002539194080000107
Are small.
4. For good reference tracking, make
Figure BDA0002539194080000108
In classical loop shaping, what is shaped is the magnitude of the open loop transfer function L ═ GK amplitude, as shown in fig. 7.
By using
Figure BDA0002539194080000109
The order of the controller designed by the loop shaping design method is high, so that the real-time performance of the controller is limited and the realization is difficult. Carrying out proper order reduction on the designed robust controller by using an absolute error approximation method to obtain a reduced order controller Kr(s) even if the following formula is minimum
||K(s)-Kr(s)||
4. Interpolation of controller
This section illustrates the scheduling calculation principle of the maximum thrust state two-degree-of-freedom H-infinity controller group fault-tolerant control module in FIG. 1 for obtaining the corresponding two-degree-of-freedom H-infinity controller through the health parameter scheduling linear interpolation.
At the maximum thrust state of the engine, at the normal state of the engine and various typical component faults deltahbase_jAnd designing a series of linear two-degree-of-freedom H-infinity controllers under the state to control the engine. This will produce the controller in the fault tolerant control module of the maximum thrust state two degree of freedom H ∞ controller group in FIG. 1
Figure BDA0002539194080000111
The controller is then interpolated according to the health parameter h, and the resulting interpolated controller is then used to control the system.
Controller K corresponding to engine no-component fault according to maximum thrust state of engine0Various typical component failures Δ hbase_jControl ofDevice for cleaning the skin
Figure BDA0002539194080000112
Δhbase_jThe value of the jth element representing the vector Δ h is Δ hbaseThe value of the other element is 0, i.e. Δ hbase_jIndicating 10 different component failures, e.g. Δ hbase_1Indicates that the fan has failed and the amount of change in fan efficiency is Δ hbase. Controller capable of obtaining gas circuit component fault h at maximum thrust state of engine through linear interpolation
Figure BDA0002539194080000113
And the engine is effectively controlled.
Based on the above process, the following provides an aero-engine maximum thrust state fault-tolerant two-degree-of-freedom H ∞ controller proposed in this embodiment, as shown in fig. 1, which mainly includes a maximum thrust state two-degree-of-freedom H ∞ controller group fault-tolerant control module and a gas path component fault diagnosis module.
The fault-tolerant control module of the maximum thrust state two-degree-of-freedom H infinity controller group, the gas circuit component fault diagnosis module, the aircraft engine body and a plurality of sensors on the aircraft engine form a gas circuit component fault scheduling control loop 10.
The fault-tolerant control module of the maximum thrust state two-degree-of-freedom H infinity controller group generates a control input vector u and outputs the control input vector u to the aircraft engine body, and the sensor obtains an aircraft engine measurement parameter y; the control input vector u and the measurement parameter y are jointly input into the gas circuit component fault diagnosis module, the gas circuit component fault diagnosis module resolves to obtain a health parameter H of the aircraft engine, and outputs the health parameter H to the fault-tolerant control module of the two-degree-of-freedom H-infinity controller group in the maximum thrust state.
The maximum thrust state two-degree-of-freedom H-infinity controller group fault-tolerant control module is internally designed with a plurality of two-degree-of-freedom H-infinity controllers, each two-degree-of-freedom H-infinity controller comprises a pre-filter and a feedback controller, and a plurality of uncertain engine models are respectively designed and obtained by utilizing an H-infinity loop forming method.
The uncertain engine model is obtained by adding a camera block after linearization is carried out on the nonlinear model of the aero-engine under the maximum thrust state and different gas path component faults of the aero-engine.
In a preferred embodiment, designing several two-degree-of-freedom H ∞ controllers can be achieved by the following procedure: the method comprises the steps of linearizing an engine nonlinear model containing health parameters in the maximum thrust state of the aircraft engine to obtain a linearized model containing the health parameters, adjusting the values of the health parameters to obtain 11 linearized models respectively at the positions of no gas path component fault and specific gas path component fault of the engine, adding a camera block to obtain 11 linear uncertainty engine models, and designing corresponding two-degree-of-freedom H-infinity controllers for the 11 linear uncertainty engine models respectively to form a maximum thrust state two-degree-of-freedom H-infinity controller group.
And the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H-infinity controller group calculates and obtains an adaptive two-degree-of-freedom H-infinity controller by utilizing a plurality of internally designed two-degree-of-freedom H-infinity controllers according to the input health parameter H, and the two-degree-of-freedom H-infinity controllers generate a control input vector u according to a difference e between the reference input r and the measurement parameter y.
In a preferred embodiment, the adaptive two-degree-of-freedom H ∞ controller, which can be interpolated from the input health parameter H:
controller K corresponding to engine no-component fault according to maximum thrust state of engine0Various typical component failures Δ hbasejController (2)
Figure BDA0002539194080000121
Δhbase_jThe value of the jth element representing the vector Δ h is Δ hbaseThe value of the other element is 0, i.e. Δ hbase_jIndicating 10 different component failures, e.g. Δ hbase_1Indicates that the fan has failed and the amount of change in fan efficiency is Δ hbase. Controller capable of obtaining gas circuit component fault h at maximum thrust state of engine through linear interpolation
Figure BDA0002539194080000122
And the engine is effectively controlled.
The gas circuit component fault diagnosis module comprises a nonlinear airborne engine model and a linearization Kalman filter.
The nonlinear airborne engine model is an engine nonlinear model with health parameters:
Figure BDA0002539194080000123
y＝g(x,u,h)
Wherein
Figure BDA0002539194080000124
In order to control the input vector,
Figure BDA0002539194080000125
the state vector is then used to determine the state of the device,
Figure BDA0002539194080000126
in order to output the vector, the vector is,
Figure BDA0002539194080000127
for the health parameter vector, f (-) is an n-dimensional differentiable nonlinear vector function representing the system dynamics, and g (-) is an m-dimensional differentiable nonlinear vector function producing the system output; the nonlinear onboard engine model is input into a control input vector u and a health parameter h of the previous period, and the output health steady-state reference value (x) of the nonlinear onboard engine modelaug,NOBEM,yNOBEM) As an estimated initial value of the current period of the linearized kalman filter.
The input of the linearized Kalman filter is a measurement parameter y and a healthy steady-state reference value (x) output by a nonlinear airborne engine modelaug,NOBEM,yNOBEM) According to the formula
Figure BDA0002539194080000131
And calculating to obtain the health parameter h of the engine in the current period.
Wherein
Figure BDA0002539194080000132
K is the gain of Kalman filtering
Figure BDA0002539194080000133
P is the Ricini equation
Figure BDA0002539194080000134
The solution of (1); coefficient AaugAnd CaugAccording to the formula
Figure BDA0002539194080000135
Determining, and A, C, L, M is an augmented linear state variable model reflecting engine performance degradation obtained by regarding the health parameter h as the control input of the engine and linearizing the nonlinear on-board engine model at a healthy steady-state reference point
Figure BDA0002539194080000136
Coefficient (c):
Figure BDA0002539194080000137
Figure BDA0002539194080000138
w is the system noise, v is the measurement noise, and the corresponding covariance matrices are the diagonal matrices Q and R.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art without departing from the principle and spirit of the present invention.

Claims (6)

1. The utility model provides an aeroengine maximum thrust state fault-tolerant two degree of freedom H infinity controller which characterized in that: the fault diagnosis system comprises a fault-tolerant control module of a two-degree-of-freedom H infinity controller group in a maximum thrust state and a fault diagnosis module of a gas circuit component;
the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H infinity controller group, the gas circuit component fault diagnosis module, the aircraft engine body and a plurality of sensors on the aircraft engine form a gas circuit component fault scheduling control loop;
the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H infinity controller group generates a control input vector u and outputs the control input vector u to the aircraft engine body, and the sensor obtains an aircraft engine measurement parameter y; the control input vector u and the measurement parameter y are jointly input into the gas circuit component fault diagnosis module, the gas circuit component fault diagnosis module resolves to obtain a health parameter H of the aircraft engine and outputs the health parameter H to the fault-tolerant control module of the two-degree-of-freedom H-infinity controller group in the maximum thrust state;
A plurality of two-degree-of-freedom H-infinity controllers are designed in the fault-tolerant control module of the two-degree-of-freedom H-infinity controller group in the maximum thrust state; the two-degree-of-freedom H-infinity controller comprises a pre-filter and a feedback controller, and is obtained by respectively designing a plurality of uncertain engine models by using an H-infinity loop forming method;
the uncertain engine model is obtained by linearizing a nonlinear model of the aero-engine under the maximum thrust state of the aero-engine and under the faults of different gas path components and adding a camera block;
and the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H-infinity controller group calculates and obtains an adaptive two-degree-of-freedom H-infinity controller by utilizing a plurality of internally designed two-degree-of-freedom H-infinity controllers according to the input health parameter H, and the two-degree-of-freedom H-infinity controllers generate a control input vector u according to a difference e between the reference input r and the measurement parameter y.
2. The fault-tolerant two-degree-of-freedom H-infinity controller for the maximum thrust state of an aircraft engine as claimed in claim 1, wherein: the process of designing a plurality of two-degree-of-freedom H-infinity controllers in the maximum thrust state two-degree-of-freedom H-infinity controller group fault-tolerant control module is as follows: the method comprises the steps of linearizing an engine nonlinear model containing health parameters in the maximum thrust state of the aircraft engine to obtain a linearized model containing the health parameters, adjusting the values of the health parameters to obtain 11 linearized models respectively at the positions of no gas path component fault and specific gas path component fault of the engine, adding a camera block to obtain 11 linear uncertainty engine models, and designing corresponding two-degree-of-freedom H-infinity controllers for the 11 linear uncertainty engine models respectively to form a maximum thrust state two-degree-of-freedom H-infinity controller group.
3. The fault-tolerant two-degree-of-freedom H ∞ controller of the maximum thrust state of an aircraft engine according to claim 1 or 2, characterized in that: and the fault-tolerant control module of the maximum thrust state two-degree-of-freedom H-infinity controller group obtains an adaptive two-degree-of-freedom H-infinity controller according to the interpolation of the input health parameter H.
4. The fault-tolerant two-degree-of-freedom H-infinity controller for the maximum thrust state of an aircraft engine as claimed in claim 3, wherein: controller K corresponding to engine no-component fault according to maximum thrust state of engine0Various typical component failures Δ hbase_jController (2)
Figure RE-FDA0002688124940000021
Δhbase_jThe value of the jth element representing the vector Δ h is Δ hbaseThe value of the other element is 0, i.e. Δ hbase_jIndicating 10 different component failures, e.g. Δ hbase_1Indicates that the fan has failed and the amount of change in fan efficiency is Δ hbase. Controller capable of obtaining gas circuit component fault h at maximum thrust state of engine through linear interpolation
Figure RE-FDA0002688124940000022
And the engine is effectively controlled.
5. The fault-tolerant two-degree-of-freedom H-infinity controller for the maximum thrust state of an aircraft engine as claimed in claim 1, wherein: the gas circuit component fault diagnosis module comprises a nonlinear airborne engine model and a linearization Kalman filter;
The nonlinear airborne engine model is an engine nonlinear model with health parameters:
Figure RE-FDA0002688124940000023
y＝g(x,u,h)
wherein
Figure RE-FDA0002688124940000024
In order to control the input vector,
Figure RE-FDA0002688124940000025
in the form of a state vector, the state vector,
Figure RE-FDA0002688124940000026
in order to output the vector, the vector is,
Figure RE-FDA0002688124940000027
for the health parameter vector, f (-) is an n-dimensional differentiable nonlinear vector function representing the system dynamics, and g (-) is an m-dimensional differentiable nonlinear vector function producing the system output; the nonlinear onboard engine model is input into a control input vector u and a health parameter h of the previous period, and the output health steady-state reference value (x) of the nonlinear onboard engine modelaug,NOBEM,yNOBEM) The method comprises the steps of taking the current period of the linear Kalman filter as an estimated initial value;
the input of the linearized Kalman filter is a measurement parameter y and a healthy steady-state reference value (x) output by a nonlinear airborne engine modelaug,NOBEM,yNOBEM) According to the formula
Figure RE-FDA0002688124940000031
Calculating to obtain a health parameter h of the engine in the current period; wherein
Figure RE-FDA0002688124940000032
K is the gain of Kalman filtering
Figure RE-FDA0002688124940000033
P is the Ricini equation
Figure RE-FDA0002688124940000034
The solution of (1); coefficient AaugAnd CaugAccording to the formula
Figure RE-FDA0002688124940000035
Caug＝(C M)
Determining, and A, C, L, M is an augmented linear state variable model reflecting engine performance degradation obtained by regarding the health parameter h as the control input of the engine and linearizing the nonlinear on-board engine model at a healthy steady-state reference point
Figure RE-FDA0002688124940000036
Coefficient (c):
Figure RE-FDA0002688124940000037
Figure RE-FDA0002688124940000038
w is the system noise, v is the measurement noise, and the corresponding covariance matrices are the diagonal matrices Q and R.
6. The fault-tolerant two-degree-of-freedom H-infinity controller for the maximum thrust state of an aircraft engine as claimed in claim 1, wherein: the measurement parameters comprise the temperature and pressure of an air inlet outlet, a fan outlet, a gas compressor outlet, a high-pressure turbine rear part and a low-pressure turbine rear part, the fan rotating speed and the gas compressor rotating speed.
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